Electric vehicle batteries should normally be removed from electric vehicles when their power capacity fall to 70% $~$ 80% of new batteries. However, removed batteries can still be secondary used for other purposes, such as energy storage, before remanufacturing. To promote electric vehicle battery secondary use, this research studies a two-period battery secondary use closed-loop supply chain model consisting of a battery (re)manufacturer, a secondary user and a government. The government may provide subsidies for the secondary users to incentivize electric vehicle battery secondary use. It is found that, only when the recycled batteries' remaining power capacity is relatively high or their remanufacturing rate is relatively low, the government will consider a subsidy. In addition, under government's subsidy regulation, secondary battery users need to determine the quantities of batteries with relatively high power capacity for secondary use. Theoretically, this study enriches the research field of sustainable development of electric vehicle battery industry. Practically, this study also helps practitioners to better manage closed-loop supply chains with battery secondary use, and to enhance supply chain efficiency. Also, this study contributes to governments' regulatory decisions toward electric vehicle industries to balance economy and sustainability in society.

当电动汽车的电池电量下降至70％时，通常应将其从电动汽车中取出 $〜$80％的新电池。但是，在重新制造之前，取出的电池仍可二次用于其他目的，例如储能。为了促进电动汽车电池的二次使用，本研究研究了一个由电池制造商，二次用户和政府组成的两阶段二次电池闭环供应链模型。政府可以为二次用户提供补贴，以鼓励电动汽车电池二次使用。结果发现，只有当再生电池的剩余电量较高或再制造率较低时，政府才会考虑给予补贴。另外，根据政府的补贴法规，二次电池用户需要确定具有相对较高功率容量的二次电池的数量。从理论上讲，本研究丰富了电动汽车电池产业可持续发展的研究领域。实际上，这项研究还可以帮助从业人员更好地管理二次使用电池的闭环供应链，并提高供应链效率。此外，这项研究有助于政府针对电动汽车行业的监管决策，以平衡经济与社会的可持续发展。